Car-coupling



' (No Model.)

O. W. MANCHESTER.

. GAR COUPLING.

No. 443,967. Patented Dec. 30, 1890.

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WITNESSES. F2]

UNITED STATES PATENT OFFICE.

CHARLES \V. MANCHESTER, OF FEESBURG, OHIO.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 443,967, dated December 30, 1890.

Application filed April 29, 1890. Serial No. 349,879. (No model.)

To all whom it may concern:

Be it known that I, CHARLES W. MANCHES- TER, of Feesburg, in the county of Brown and State of Ohio, have invented a new and Improved Oar-Coupling, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved car-coupling which is simple and durable in construction, very effective in operation, and automatic in coupling.

The invention consists of a draw-head provided with a central opening and adapted to register with a like opening formed in a revoluble cylinder pressed on by a spring.

The invention also consists of certain parts and details and combinations of the same, as will be hereinafter fully described, and then pointed out in the claims.-

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan view of the improvement as applied on a car-truck connected with a tendon. Fi 2 is an enlarged sectional side elevation of the improvement ready for coupling. Fig. 3 is a transverse section of the same on the line 3 3 of Fig. 2. Fig. 4 is ascotional side elevation of the improvement as coupled, and Fig. 5 is a reduced plan View of the coupling-link.

The improved car-coupling A is provided with a draw-head B, having the usual flaring opening O, terminating in a central rectangular opening D, extending to the inner end of the draw-head B. In the openings 0 and D is adapted to pass one end of the couplinglink E, provided at each end with a head E, connected by a round bar E with a collar E held on the link proper. (See Fig. 5.)

The rectangular opening D in the drawhead B is adapted to register with a correspondingly-shaped opening F, formed in the cylinder G, mounted to turn at its front end on the reduced cylindrical end B of the drawhead B. The rectangular opening F opens into a transverse opening F, extending through the cylinder G, which latter is provided with a reduced end G, having a still further reduced part G fitted to turn in a cross-timber H of the car-truck on which the coupling is used. On the outer end of the part G is formed a head G which prevents the displacement of the cylinder G from the timber H and the draw-head B. The reduced part G is of sufficient length to permit a 1ongitudinal movement of the cylinder and the draw-head. \Vashers J and J, of flexible material, such as rubber, are placed on the reduced part G on each side of the timber H. A spring I is coiled on the reduced part G of the cylinder G, and is fastened by one end on the timber H and by its other end on the cylinder G, as is plainly illustrated in Fig. 2.

On the front end of the cylinder G is secured a ring K, provided with one, two, or more lugs K, extending outward and adapted to engage shoulders L or notches L formed on the edge of a ring L, secured in the timber N, through which passes the draw-head B, the ring L surrounding the said. draw-head, as is plainly shown in'the drawings. Between the front end of the cylinder G and the draw-head B is placed a rubber Washer O, which serves, in conjunction with the Washers J and J, to take up any sudden shock imparted to the coupling when two cars are coupled.

From the cylinder G extends upward an arm P, connected by a chain Q with an arm B, secured 011 a shaft S, ext'endinglongitudinally and mounted to turn in suitable bearings in the truck-frame of the car on which the coupling is applied. One end of the shaft S projects beyond the car-truck and is-adapted to be coupled by acouplingT to the shaft U, mounted to turn on the tender and provided with an upwardly-extending handle V, adapted to be easily taken hold of by the engineer or fireman, so as to couple or unoouple the cars without leaving the engine.

The operation is as follows: When the carcoupling is in a normal position, then the arm P rests against the transverse beam WV of the car-truck and is held in this position by the force. of the spring I. The cylinder G, with its rectangular opening F, then stands across the opening D in the draw-head F, sothat a coupling-link E cannot enter, With its head E, the said opening F. At the same time the lugs K of the ring K engage the shoulders L in the ring L. Now, when the operator desires to couple two cars he moves the arm P into a vertical position, so as to revolve the cylinder G, the opening F of which then fully IOO registers with the corresponding opening D in the draw-head B. By moving the cylinder G in this position the spring I is still further compressed, and when a quarter-turn has been made the lugs K pass into the notches L as illustrated. in Fig. 3, thus holding the cylinder G in position, it being understood that the spring I forces the cylinder G outward to engage the lugs K with the notches L WVhen the car carrying the link E moves up to the car to be coupled and set, as previously described, then the 'head E of the coupling-link is free to pass through the openings D and F until the said head E finally strikes against the cylinder G at one side of the opening F, whereby the cylinder G is forced rearward. The spring I is compressed longitudinally and the lugs K are disengaged from the notches L whereby the force of the torsion-spring I turns the cylinder G until the lugs .K drop into the shoulders L and the arm P strikes against the beam W. The cylinder G in this turning revolves with its opening F around the bar E while the link E is held stationary by the rectangular collar E fitting into the correspondiugly-shaped opening D in the draw-head B. The quart-en turn of the cylinder G changes the position of its opening F with the head E, so that the shoulders of the latter 110w abut against the inner side of the opening F, thereby preventing a withdrawal of the link. The two cars are then coupled.

WVhen the operator desires to uncouple the cars, the arm P is moved again into a vertical position, so that the openings F and D register with each other and permit the with drawal of the head E through the said openings on pushing the two cars apart. At the same time the coupling is again set, as previously described.

It will be seen that the spring I serves a threefold purpose: First, it revolves the cylinder when coupling, forces the lugs K into the notches L, and relieves the draw-head from the effects of a shock when two cars are coupled.

It will be seen that the coupling can be readily set from the engine by turning the handle V, held on the shaft U, connected by the coupling T with the shaft S, the latter being connected, as is desired, with the arm P. Other suitable means may be employed to turn the cylinder G from the side or top of the car, as desired.

By providing the forward end of the drawheads with the usual coupling-pin holes B they are adapted for coupling by the ordinary link-and-pin coupling devices.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. In acar-coupling, the combination, with a draw-head having a rectangular opening leading to the usual valve-mouth, of a cylinder mounted to turn at the rear end of said draw-head and provided with a rectangular opening adapted to register with the rectangular opening of the d raw-head, and also provided with a transverse opening into which opens the said rectangular opening, and a spring for revolving the said cylinder, substantially as shown and described.

2. In a car-coupling, the combination, with a draw-head having a rectangular opening leading to the usual valve-mouth, of a cylinder mounted to turn at the rear end of said draw-head and provided with a rectangular opening adapted to register with therectangular opening of the draw-head, and also provided with a transverse opening into which opens the said rectangular opening, a spring for revolving the said cylinder, and means, substantially as described, for locking the said cylinder in position, as set forth.

3. In a car-coupling, the combination, with a draw-head having a rectangular opening leading to the usual valve-mouth, of a cylinder mounted to turn at the rear end of said draw-head and provided with a rectangular opening adapted to register with the rectangularopening of the draw-head,and also provided with a transverse opening into which opens the said rectangular opening, a spring for revolvingthe said cylinder, acoupling-lin k provided with a rectangular collar adapted to fitinto the draw-head opening, a round bar extending from the said collar, and a head held on the outer end of the said bar adapted to pass through the rectangular openings in the said draw-head and the cylinder, substantially as shown and described.

4. In a car-coupling, the combination, with a draw-head having a rectangular opening and a fixed ring surrounding the said drawhead and provided with notches and shoulders, of a spring-pressed cylinder mounted to turn on the rear end of the said draw-head, provided with a rectangular opening leading into the said transverse opening, and a second ring held on the said cylinder and provided with lugs adapted to engage the said notches and shoulders on the said first-named ring, substantially as shown and described.

5. In a car-coupling, the combination, with a draw-head having a rectangular opening and a fixed ring sllrrounding the said drawhead and provided with notches and shoulders, of a spring-pressed cylinder mounted to turn on the rear end of the said draw-head, provided with a rectangular opening leading into the said rectangularopening of the drawhead, a second ring held on the said cylinder and provided with lugs adapted to engage the said notches and shoulders on the said first-named ring, and an arm projecting from the said cylinder and connected with suitable mechanism for turning the said cylinder, substantially as shown and described.

CHARLES I IV. MANCHESTER.

Witnesses:

A. E. GRESHAM, WILLIAM SMITH.

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